Automatic train-stopping apparatus.



A. BBLLBRE.

AUTOMATIC TRAIN STOPPING APPARATUS APPLICATION FILED MARIA, 1913v 1,120,263. Patented Dec. 8,1914.

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A. BELLERB.

AUTOMATIC TRAIN STOPPING APPARATUS.

APPLICATION FILED MAR.14.1913.

1,120,263. Patented Den. 8. 1914,

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A. BELLERE.

AUTOMATIC TRAIN STOPPING APPARATH.

APPLICATION TILED MAR.14,1913.

1,120,263, Patented Dec.8,1914.

3 SHEETSSHEET 3 Lanai 2 .39 3 38 v F witnesses: Jlwentor,

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which when in operation will automatically- UNITED STATES PATENTOFFICE;

ANToN'INo BELLE'BE, or BOSTON, MAssAeHUs1 2TTs. 'MATIC TRAINSTOPPLNG rlrAcnnmn-Y' cofl 0)? Boston;

CORPORATION or MASSACHUSETTS.

AssIeNoR ro BELLERE Arno mmsseenosezrrs, A

AUTOMATIC TRAIN-STORPIN G APPARATUS.

To all whom it may concern 1 'an'd State of Massachusetts, have invented.

new and useful Iinprovementsin Automatic Train-Stopp1ng Apparatus.

My invention pertains to mechanically operated train stopping devices. v p

The ob ect of my invention is to provide a s mple and practical mechanical device stop and arrest a train, without the intervention of the engineer, byacting upon the power and brake mechanism the same as the engineer would were he desirous of stopping the train vizby-first completely cntting olf the steznn to the'engine cylinders, by means of the throttle valve, and secondly iiy 'applying theair brakes gradually so as to prevent the sudden shock and jillftllflll the train would be subjectedto were the brake to be put onfull force.

Another object is to provide positive means for railway men to use in emergency cases without relying on the engineers seeing. their signals-as is customary by waving a flag or other danger signaL-whieh at best only communicates a warning to the,"

engineer which is only effective when the lHlLlZQI'dlQtIdS. it. My invention will' top the 4 trnin whether the engineer wants to or not in such cases.

Still another object is to provide :1 mechanically constructed device which will safeguard against collisions in this way;-:t train stopping fornny reason at an unusual spot for any length of time can prevent the following train from colliding, with it by placing upon the track some distance away from it the hereinafter described engaging hook which will stop the approaching train as soon as eontact is nade with said nook,

t-hus' :iveiding the worst kind of accident Still another object is to provide positive n ecliajnieal mezins for stopping a trainfrom the t'rlwenhouse operating the neighboring switches. The operator there notieing that the: engineer i not olieying his signals can stophis' train before it reaches the switch,

j bx thron'ingnlever, which sets the engaging ..)hool; "1 position to act upon the CO-ZlCtlYlg parts carried on the train when it reaches it.

With the above and other objects in view Specification of Letters Patent.

I Application filed March l4, 1913. Serial No. 754,299.-

Pn-tented 14. I

I o the'invent on consistsof the novel features; of construction and the combination andarrangemenjt of parts hereinafter described t-ion of-the invention to the same, about to engage with th engaging hook on the track.-

-; Fig. 2 is an elevation of the invention, shown fixed transversely to the' bottoin' of the cab-165 in position for operation.- Fig. 3 is a longigL tudinal section along line 3.-3"inFig.'- 5. Fig. 4 is a section on lime-t in Fig. showing the looking dog on the locomotiveengaging with the engaging hook onithe-YIO traelr'about to bepulled oi;;Fig.-'5.Iis-a plan view of the device under the'cab on thelocomotive. Fig. 6 is an elevation of the mechanism just after; being operated.

- 7 is a plzin view in thecab, taken on linel 7 -7 ii. Fig. 1, showingfthe throttle valve-- lever in a full open position andflthenairj h'ralie shut ofi, as would be- 'the -easez-inx a moving train just 'prior to. the engagingofgg the locomotive with the .hoolton-the traekl'ffio Fig. Sis the same view :isFig. 7, b'iit showsf thethrottle valve closed and the air brake full on, which would be the ease a fterl the engagement of the locomotive and thei'hook-l on the track had taken plaeef T-Figi '9 g.is a 8 5 diagrammati view looking into andfunderj the cab in the direction of'the irrrowiin Fig. 1. showing therelation of the mecha nisin in a moving train, justprior to the engagement of-the locomotive and thehookllfl on track. Fig. 10 is-a diagrammatic 'longi tudinal sectional view through the'locomo- -tive where the invention is-applied,showing one of the many methodsof'supplying-'thej turning means to the device. Fig.- 11 'is e diagrammatic view of a walking-beam ty e of engaging hook, fixed bet-ween thetmelis and operated -mechanieally fromgtheltowefi house ;-the hook is. shown in it non "o per-I v ating position, permitting" the 'eo acting parts on the locomotive to pass. over itwith out engaging. Fig. 12 is the same asIFig'. 11,

but showing the engaging hook on the track set in operating position to engage with the? meeting parts carried on the locomotive to stop the passing train.

Like numerals refer-to like parts throughout the several views of the drawings.

In the drawings numeral 1, is a turning axle on the locomotive having fixed to it the driving pulley or wheel 2, driving the wheel 3, which is fixed to and turns the auxiliary shaft t by' means of a resilient driving chain or some such other means 5. The shaft 1 is supported by the brackets 6 to the locomotire 7 and carries upon it the friction-cone 8, which is fixed to turn with said shaft 4,- the winding drum 9which is forced on to the cone 8 when the apparatus is in operation,the coiled s )ring 10 which holds the winding drum 9 0 of the cone 8, when the apparatus is not in operation,the snapping and locking collar 11 which forcesvthe drum 9 on to the friction-cone 8 against the pressure of the spring 10 when the apparatus is in operation,-the expansion spring 12- which is held compressed by the locking dog '13 ready for operation, and the longi tudinal locking bars 14 which hold the w inding drum 9 from turning until it is forced off of the edges 15 when the apparatus is in operation.

Fastened to the winding drum 9 is the cord, wire-rope or other pliable means 16, which is wound around the drum 17 and fixed to the shaft 18 with a knurled or friction collar 19 engaged with a friction spring .20 which keeps the drum 17 from turning of its ownaccord. The shaft 18 goes up into the cab of the locomotiveand has fixed upon it the gear 21 and the intermittent driving gear 22. -The gear 21 engages with the gear 23 which has aseries of the teeth cut away and which gear turns loose on the shaft 24. To the gear 23 is attached a drum 25, which when in operation Winds the cord, wire-rope or other pliable-means 26 upon it and in so doing acts upon the throttle valve lever 27 pulling the same into the cut off position, as shown in Fig. 8. The intermittent driving gear 22 acts upon the intermittent gear 28 which is fixed fast to the shaft 29 the said shaft being a continuation of the one the air brake lever 30 is attached to, which lever30 has an angular travel between the stopping posts 31 and 32 on the air brake valve 33.

The engaging book 34 with the projecting points 35 and 36 is set between the tracks of the train desired to stop with the spikes 37 straddling the sleeper 38 preferably as suggestedin Fig. Jig-the idea being to give the engaging hook some purchase on the ground {d enable it to resist any tendency of being 7 dayigged by the contact with the passing 9 tra 34 is a walkingbeam type of engaging lapel: pivoted at 39 and supported by a I bracket 40, which is fixed to the sleeper 38,

which hook is operated througha mechanital linkage from the tower-house 41 through invention the mode ofoperation is as follows;-The engaging hook 34 being set in position for operation engages with the locking dog 13 on'the passing train, and snaps or pulls the dog off of its seat, thereby immediately permitting the compressed.spring 12 to expand and exert its force .toward pushing the winding drum.9 off of the edges 15 of the longitudinal locking bars 14 (Fig. 5) and forcing the drum 9 to engage with and clutch to the friction-cone 8 andturn with it, thus winding uponflthe drum 9 the cord 16 and unwinding the same from the drum 17, which being fixed to' the shaft 18 turns the same and consequently-sets the gear 21 toturning the-gear 23, which has enough worle ing teeth to wind the cord 26 suilicient to bring the throttle lever 27 back'in 'a osition to completely cut 011' the supply of steam to the engine cylinders and keep it' there at the same time permitting the gear 31 to keep turning without acting on the gear until the cord 16 has eco ne unwound from the drum 17. The turning of the shaft 18 also simultaneously operates the air brake 33 through the driving gear 22 which engages with the intermittent gear 28 which gear is shown with twoteeth covering the angle oftravel of the airbrake lever,

it being understood that any number of teeth may be used, the more teeth used to the angle the more gradual the brake is put on, conse-'- quently negativing the sudden stopping of the train and jarring and shocking of same as would be the case in applying the brake full on. vEach complete revolution of the." gear 22 moves the brake le'ver the angular distance that one of the teeth of the gear 28 travels through, and when the lever 30 has reached the .full on position as shown in Fig. 8 the gear 22 may keep on turning without having any effect on the intermittent guir 28, until the drum 17 has become unwound.

It may be noticed from Fig. 7 that as the engineer operates the brake lever 30 under theordina'ryworking of the locomotive that is when my device is not in use, he thereby turns the shaft 18 through the intermittent gear 28 engaging with the gear 22 thus also causing the gear 23 to move through ashort angular distance, which when the cord 26 IS left slack, as it is supposed to be, will have drums 17 and 9 (Fig. 6) will overcome the friction on the cone 8 and slipping will take place between the cone 8 and the drum 9. The operation of the device having been completed the same is set into gear again and ready for operation by winding the drum 1?, compressing the spring 12 and locking the same with the locking dog 13, setting the drum 9 back on tothe locking lJHl'S 14 and setting the gear 23 back to engage with the gear 21 as is shown in Figs. 1 and 7.

From the foregoing description it may be observed-that the invention provides an exceedingly inexpensive, simple and practical mechanical train controlling or stopping apparatus; that it may be installed on any 0 the present locomotives or railroads, and that it will be effective and reliable in op eration.

While the preferred embodiment of the invention has been shown and described in detail, it will be understood that Ido not wish to be limited to the construction set forth since various changes in the form, proportion and arrangementof parts and in the retails of construction may be resorted to without departing from the spirit and scope member, when engaging with co-acting' means set on the track for the purpose; a rotating clutch fixed to rotate with said auxiliary shaft; a winding drum, adapted to more horizontally on said auxiliary shaft to engage and rotate with said clutch when acted upon by said released compression member; a rotatable vertical driving shaft, extending upward into the cab of t e locomotive and provided with a pinion and an intermittent driving gear; a spool fixed to rotate with said vertical driving shaft; a cord having one end secured to said winding drum and wound on said spool adapted to unwind from the same and become wound on said drum; a winding member rotatably mounted on a vertical, stud and provided with an interrupted gear for engaging with said pinion and with a cord having one end secured to said winding member and the other end secured to said steam throttle lever for drawing the same to the cutoff position: an intermittent gear fixed to said air brake valve engaging with said interniit'trnt driving gear and adapted to advance said valve intermittently to the on position; and supporting means for holding the said device in operating position, sub stantially as shown.

2. Ina mechanism of the character described, the combination with a locomotive, its air brake valve and motive power controlling lever, of an auxiliary rotatable shaft adapted to be driven from a turning axle of the locomotive; a compression member normally held under compression and freely mounted on said shaft; a locking member, holding said compression member compressed, and adapted to be disengaged with an interrupted gear for engaging with Y said pinion and a cord-secured to said motive power controlling lever for drawing the same to the ofi position; an intermittent gear fixed to operate with the'airbrake valve and adapted to engage with said'intermittent driving gear of the driving shaft for intermittently advancing said air brake valve to the on position; and supporting means for holding said mechanism in the operating position, substantially as described.

3. In a mechanism of the character described, the combination with a locomotive, its air brake operating valve and power controllinglever, of an auxiliary shaft ada ted to be driven by arot'ating axle of the ocomotive; a clutching member fixed to rotate with said auxiliary shaft; a loose drum slidably mounted,-and carried on said shaft, adapted to frictionally engage with i said clutching member on said shaft; a compressed spring carried on said shaft, adapted to expand and shift said slidably mounted loose drum; a locking mechanism adapted to engage with a co-acting member set on the track and permit the said compressed.

spring to expand and clutch said loose drum to turn with said shaft; a vertical driving shaft provided with a pinion and an intermittent driving gear at the upper end and a drum on the lower end; a cable wound on said drum on said vertical shaft with one end of the cable fixed to said loose drum; a winding member-engagin with and operated by said pinion of said rivin shaft; a flexible cord connected with sai winding member and firmly secured to sai said intermittent driving gear, pfkvldf l on said driving shaft; and suppurting me 1:1

for holding said nu-dniinisln in opewxing position, salhstalxtiallv as d JCI'il'f QCL 4. A train stumfing; appzl. a loconwiive, win] ting mxu'sgjmissinn 'means nnrnmliy hob! umhi mam-m a; a locking memimr; :4 am ring which; a fuming: member, ndiig'mxi & e: mil: mi 1 riving dutch; an 01 apt/ed to rotate wth tumi'iig m= 5 a vs'imimg Mus uppiiud in swf'n'zbqy engaging; min mid a wind 115;: curd szerumd uwmhmf and comm-cred wif- Hing .KX'Bi, and '62 i vi? pusiu'w; a l 

